U.S. patent number 11,383,719 [Application Number 16/484,033] was granted by the patent office on 2022-07-12 for autonomous vehicle control method.
This patent grant is currently assigned to LG Electronics Inc.. The grantee listed for this patent is LG Electronics Inc.. Invention is credited to Sungil Cho, Inyoung Hwang, Kangmin Kim, Kyoungha Lee.
United States Patent |
11,383,719 |
Lee , et al. |
July 12, 2022 |
Autonomous vehicle control method
Abstract
Systems and techniques for vehicle control include controlling a
vehicle by associating a seat a passenger in the vehicle is sitting
in with the passenger's service use information. The service use
information generated after the passenger sits in the first seat
may be stored in a first memory corresponding to the first seat.
Upon detecting that the passenger has left the first seat and is
sitting in a second seat, the service use information may be moved
to a second memory corresponding to the second seat. The service
use information includes information in the first memory until the
passenger leaves the first seat after sitting in the first seat.
One or more of an autonomous vehicle according to the present
invention, a user terminal, and a server may be associated with
artificial intelligence, a robot, augmented reality (AR), virtual
reality (VR), etc.
Inventors: |
Lee; Kyoungha (Seoul,
KR), Hwang; Inyoung (Seoul, KR), Kim;
Kangmin (Seoul, KR), Cho; Sungil (Seoul,
KR) |
Applicant: |
Name |
City |
State |
Country |
Type |
LG Electronics Inc. |
Seoul |
N/A |
KR |
|
|
Assignee: |
LG Electronics Inc. (Seoul,
KR)
|
Family
ID: |
1000006425916 |
Appl.
No.: |
16/484,033 |
Filed: |
May 9, 2019 |
PCT
Filed: |
May 09, 2019 |
PCT No.: |
PCT/KR2019/005524 |
371(c)(1),(2),(4) Date: |
August 06, 2019 |
PCT
Pub. No.: |
WO2020/226211 |
PCT
Pub. Date: |
November 12, 2020 |
Prior Publication Data
|
|
|
|
Document
Identifier |
Publication Date |
|
US 20210354701 A1 |
Nov 18, 2021 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60W
40/08 (20130101); B60W 60/001 (20200201); B60W
10/18 (20130101); B60W 50/14 (20130101); B60W
30/143 (20130101); B60W 2050/146 (20130101); B60W
2420/42 (20130101); B60W 2040/0881 (20130101); B60W
2050/143 (20130101) |
Current International
Class: |
B60W
40/08 (20120101); B60W 60/00 (20200101); B60W
10/18 (20120101); B60W 50/14 (20200101); B60W
30/14 (20060101) |
References Cited
[Referenced By]
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Other References
International Search Report in International Appln. No.
PCT/KR2019/005524, dated Feb. 5, 2020, 5 pages (with English
translation). cited by applicant.
|
Primary Examiner: Chen; Shelley
Attorney, Agent or Firm: Fish & Richardson P.C.
Claims
The invention claimed is:
1. A method for controlling a vehicle by associating a passenger
sitting on a seat of the vehicle with the passenger's service use
information, the method comprising: detecting the passenger sitting
in a first seat; storing the service use information generated
after the passenger sits in the first seat in a first
computer-readable memory corresponding to the first seat; detecting
the passenger leaving the first seat after the passenger sits in
the first seat; based on detecting that the passenger, after having
left the first seat, is sitting on a second seat which is
unoccupied: moving the service use information from the first
computer-readable memory to a second computer-readable memory
corresponding to the second seat, and storing the service use
information in the second computer-readable memory; and based on
detecting that the passenger, after having left the first seat, is
sitting on a third seat which has been occupied by a second
passenger other than the passenger: keeping the service use
information in the first computer-readable memory, wherein the
service use information comprises information that is stored in the
first computer-readable memory until the passenger leaves the first
seat after sitting in the first seat.
2. The method of claim 1, wherein the detecting of the passenger
sitting in the first seat is performed through at least one of a
camera for capturing the inside of the vehicle, a pressure sensor
installed in the first seat, a weight sensor installed in the first
seat, or a sensor installed on a safety belt installed in the first
seat.
3. The method of claim 1, wherein the service use information
comprises at least one of: the passenger's profile, a location
where the passenger gets in the vehicle, a location where the
passenger gets out of the vehicle, a movement path, a history of
seat adjustments for the first seat, a history of service use
inside the vehicle, a history of product purchases inside the
vehicle, a history of payments for paid services, or a history of
use of a device installed in the first seat.
4. The control method of claim 1, wherein the service use
information is updated and stored as the passenger uses a
service.
5. The method of claim 1, further comprising: extracting
information regarding a dangerous area based on the vehicle's
driving status or the vehicle's driving route; and upon detecting
that the passenger has left the first seat and the vehicle has
entered the dangerous area, outputting an alarm indicating that
leaving the seat is dangerous.
6. The method of claim 1, further comprising, upon detecting that
the passenger has left the first seat, controlling the vehicle's
driving status according to preset criteria.
7. The method of claim 6, wherein the preset criteria comprise at
least one of the vehicle's speed control, the vehicle's
acceleration control, or the vehicle's brake control.
8. The method of claim 1, further comprising performing
authentication for the passenger.
9. The method of claim 8, wherein the authentication is performed
through at least one of a camera for capturing the inside of the
vehicle, or a mobile terminal.
10. The method of claim 1, further comprising changing at least one
setting of the second seat based on the service use
information.
11. The method of claim 1, further comprising: based on detecting
that the passenger has left the first seat and is getting closer to
a fourth seat reserved for use by another person, outputting an
alarm indicating that the third seat is not available.
12. The method of claim 1, further comprising, after detecting that
the passenger has left the first seat, keeping the service use
information in the first computer-readable memory until the
passenger is detected sitting in the second seat or the third seat.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
This application is a National Stage application under 35 U.S.C.
.sctn. 371 of International Application No. PCT/KR2019/005524,
filed on May 9, 2019, the disclosure of which is hereby
incorporated by reference in its entirety.
TECHNICAL FIELD
The present invention relates to a method for controlling an
autonomous vehicle.
BACKGROUND ART
A vehicle may be classified as an internal combustion engine
vehicle, an external combustion engine vehicle, a gas turbine
vehicle, or an electric vehicle depending on the type of motor
used.
In recent years, smart vehicles have been actively developed for
the safety or convenience of drivers, pedestrians, etc., and active
research is ongoing on sensors mounted on smart vehicles. Cameras,
infrared sensors, radar, GPS, Lidar, gyroscopes, etc. are being
used in smart vehicles, among which cameras serve to substitute for
human eyes.
Due to the development of various types of sensors and electronic
equipment, vehicles with a function for providing service to a
passenger during driving are attracting attention.
Notably, the processing of service use information when a passenger
moves to another seat is becoming an issue.
DISCLOSURE
Technical Problem
An aspect of the present invention is to provide a method for
controlling a vehicle.
Another aspect of the present invention is to provide a method for
storing and keeping service use information when a passenger uses a
vehicle's service.
Another aspect of the present invention is to provide a method in
which, when a passenger moves to another seat, service use
information is moved to the another seat.
Another aspect of the present invention is to provide a method for
sensing a passenger's intention of leaving his or her seat and
outputting an alarm if leaving his or her seat is dangerous.
Technical Solution
An exemplary embodiment of the present invention provides a vehicle
control method, which is a method for controlling a vehicle by
associating a seat a passenger in the vehicle is sitting in with
the passenger's service use information, the vehicle control method
including: detecting the passenger sitting in a first seat; storing
the service use information generated after the passenger sits in
the first seat in a first memory corresponding to the first seat;
detecting the passenger leaving the first seat after the passenger
sits in the first seat; detecting the passenger sitting in a second
seat after the passenger leaves the first seat; and moving the
service use information from the first memory to a second memory
corresponding to the second seat and storing the same in the second
memory, wherein the service use information includes information
that is stored in the first memory until the passenger leaves the
first seat after sitting in the first seat.
The detecting of the passenger sitting in the first seat may be
performed through at least one of a camera for capturing the inside
of the camera, a pressure sensor installed in the first seat, a
weight sensor installed in the first seat, and a sensor installed
on a safety belt installed in the seat.
The service use information may include at least one of the
following: the passenger's profile, the location where the
passenger gets in the vehicle, the location where the passenger
gets out of the vehicle, the movement path, the history of seat
adjustments for the first seat, the history of service use inside
the vehicle, the history of product purchases inside the vehicle,
the history of payments for paid services, and the history of use
of a device installed in the first seat.
The service use information may be updated and stored as the
passenger uses a service.
The vehicle control method may further include: extracting a
dangerous area based on the vehicle's driving status or the
vehicle's driving route; and upon detecting that the passenger has
left the first seat and the vehicle has entered the dangerous area,
outputting an alarm indicating that leaving the seat is
dangerous.
The vehicle control method may further include, upon detecting that
the passenger has left the first seat, controlling the vehicle's
driving status according to preset criteria
The preset criteria may include at least one of the vehicle's speed
control, the vehicle's acceleration control, and the vehicle's
brake control.
In the vehicle control method, the detecting of the passenger
sitting in a second seat after the passenger leaves the first seat
may further include performing authentication to ensure that the
passenger sitting in the second seat is the same passenger who has
left the first seat.
The authentication may be performed through at least one of the
camera for capturing the inside of the vehicle, a display device
installed on the second seat, and a mobile terminal.
The vehicle control method may further include changing the
settings of the second seat based on the service use
information.
The vehicle control method may further include, upon detecting that
the passenger has left the first seat and is getting closer to a
third seat reserved for use by another person, outputting an alarm
indicating that the third seat is not available.
The vehicle control method may further include, upon detecting a
passenger who is already sitting in the second seat and detecting
that the passenger who has left the first seat is sitting in the
second seat, keeping the service use information in the first
memory.
The vehicle control method may further include, after detecting
that the passenger has left the first seat, keeping the service use
information in the first memory until the passenger is detected
sitting in the second seat.
Advantageous Effects
A vehicle control device according to the present invention has the
following advantages.
According to at least one exemplary embodiment of the present
invention, it is possible to provide a method for storing and
keeping service use information when a passenger uses a vehicle's
service.
According to at least one exemplary embodiment of the present
invention, it is possible to provide a method in which, when a
passenger moves to another seat, service use information is moved
to the another seat.
According to at least one exemplary embodiment of the present
invention, it is possible to provide a method for sensing a
passenger's intention of leaving his or her seat and outputting an
alarm if leaving his or her seat is dangerous.
DESCRIPTION OF DRAWINGS
FIG. 1 shows an exterior appearance of a vehicle with a vehicle
control device according to an exemplary embodiment of the present
invention.
FIG. 2 is an example of an internal block diagram of the
vehicle.
FIG. 3 is an example of an internal block diagram of the vehicle
control device according to an exemplary embodiment of the present
invention.
FIG. 4 is a view showing an example of a system according to an
exemplary embodiment of the present invention.
FIG. 5 shows an example of basic operations of an autonomous
vehicle and 5G network in a 5G communication system.
FIG. 6 shows an example of application operations of an autonomous
vehicle and 5G network in a 5G communication system.
FIGS. 7 to 10 show an example of an autonomous vehicle operation
using 5G communication.
FIG. 11 illustrates various scenarios of sidelink
communication.
FIG. 12 illustrates a protocol stack for sidelink
communication.
FIG. 13 illustrates a control plane protocol stack for one-to-one
sidelink communication.
FIG. 14 shows an example of a method of signaling
transmission/reception in sidelink communication Mode 1/Mode 3.
FIG. 15 shows an example of downlink control information
transmission for sidelink communication Mode 1/Mode 3.
FIG. 16 illustrates the types of V2X applications.
FIGS. 17 to 19 are views showing an embodiment in which service use
information is moved as a passenger moves.
FIGS. 20 to 22 are views showing an embodiment in which a plurality
of passengers move to other seats.
FIGS. 23 and 24 are views showing an embodiment in which a
passenger is informed about the risk of leaving their seat based on
dangerous areas.
FIGS. 25 and 26 are views showing an embodiment in which the
processor performs control after a passenger leaves the seat.
FIGS. 27 to 29 are views showing an embodiment in which the first
passenger who has left the first seat sits in the second seat where
the second passenger is present.
FIGS. 30 to 32 are views showing an embodiment in which, even if a
passenger is detected as having left the seat, the service use
information is stored and kept in a memory in the seat.
MODE FOR INVENTION
Description will now be given in detail according to exemplary
embodiments disclosed herein, with reference to the accompanying
drawings. For the sake of brief description with reference to the
drawings, the same or equivalent components may be provided with
the same reference numbers, and description thereof will not be
repeated. In general, a suffix such as "module" and "unit" may be
used to refer to elements or components. Use of such a suffix
herein is merely intended to facilitate description of the
specification, and the suffix itself is not intended to give any
special meaning or function. In the present disclosure, that which
is well-known to one of ordinary skill in the relevant art has
generally been omitted for the sake of brevity. The accompanying
drawings are used to help easily understand various technical
features and it should be understood that the embodiments presented
herein are not limited by the accompanying drawings. As such, the
present disclosure should be construed to extend to any
alterations, equivalents and substitutes in addition to those which
are particularly set out in the accompanying drawings.
It will be understood that although the terms first, second, etc.
may be used herein to describe various elements, these elements
should not be limited by these terms. These terms are generally
only used to distinguish one element from another.
It will be understood that when an element is referred to as being
"connected with" another element, the element can be connected with
the other element or intervening elements may also be present. In
contrast, when an element is referred to as being "directly
connected with" another element, there are no intervening elements
present.
A singular representation may include a plural representation
unless it represents a definitely different meaning from the
context.
Terms such as "include" or "has" are used herein and should be
understood that they are intended to indicate an existence of
several components, functions or steps, disclosed in the
specification, and it is also understood that greater or fewer
components, functions, or steps may likewise be utilized.
A vehicle as described in this specification may include a car and
a motorcycle. Hereinafter, a car will be as an example of a
vehicle.
A vehicle as described in this specification may include all of an
internal combustion engine vehicle including an engine as a power
source, a hybrid vehicle including both an engine and an electric
motor as a power source, and an electric vehicle including an
electric motor as a power source.
In some implementations, the left of a vehicle means the left of
the vehicle in the direction of travel and the right of the vehicle
means the right of the vehicle in the direction of travel.
In some implementations, a left hand drive (LHD) vehicle will be
assumed unless otherwise stated.
Hereinafter, a user, a driver, a passenger, and a fellow passenger
may be used interchangeably depending on the embodiment.
FIG. 1 shows an exterior appearance of a vehicle with a vehicle
control device according to an exemplary embodiment of the present
invention.
Referring to FIG. 1, the vehicle 700 may include wheels W that
rotate by a source of power. A first direction DR1 may be referred
to as a forward and backward direction. The vehicle 700 may move
forward or backward in the first direction DR1. A second direction
DR2 may be perpendicular to the first direction DR1. The second
direction DR2 may be referred to as a left and right direction. A
third direction DR3 may be perpendicular to the first direction DR1
or second direction DR2. The third direction DR3 may be referred to
as an upward and downward direction.
FIG. 2 is a block diagram illustrating one example of the vehicle
700 of FIG. 1.
The vehicle may include a communication unit 710, an input unit
720, a sensing unit 760, an output unit 740, a vehicle drive unit
750, a memory 730, an interface unit 780, a controller 770, a power
source unit 790, a control device 100, and an AVN apparatus 300.
The communication unit 710 may include one or more modules to
enable the wireless communication between the vehicle and the
mobile terminal 600, between the vehicle and an external server
500, or between the vehicle and another vehicle 510. In addition,
the communication unit 710 may include one or more modules to
connect the vehicle to one or more networks.
The communication unit 710 may include a broadcast receiving module
711, a wireless Internet module 712, a short-range communication
module 713, a location information module 714, and an optical
communication module 715.
The broadcast receiving module 711 is configured to receive a
broadcast signal or broadcast associated information from an
external broadcast managing server via a broadcast channel. Here,
broadcast includes radio broadcast or TV broadcast.
The wireless Internet module 712 is a module for wireless Internet
access. The wireless Internet module 712 may be internally or
externally coupled to the vehicle 700. The wireless Internet module
712 may transmit or receive wireless signals via communication
networks according to wireless Internet technologies.
Examples of such wireless Internet technologies include Wireless
LAN (WLAN), Wireless Fidelity (Wi-Fi), Wi-Fi Direct, Digital Living
Network Alliance (DLNA), Wireless Broadband (WiBro), Worldwide
Interoperability for Microwave Access (WiMAX), High Speed Downlink
Packet Access (HSDPA), High Speed Uplink Packet Access (HSUPA),
Long Term Evolution (LTE), and LTE-A (Long Term
Evolution-Advanced). The wireless Internet module 712 may transmit
and receive data according to one or more of such wireless Internet
technologies, and other Internet technologies as well. For example,
the wireless Internet module 712 may exchange data with the
external server 500 in a wireless manner. The wireless Internet
module 712 may receive weather information and road traffic state
information (e.g., Transport Protocol Expert Group (TPEG)
information) from the external server 500.
The short-range communication module 713 may assist short-range
communication using at least one selected from among Bluetooth.TM.,
Radio Frequency Identification (RFID), Infrared Data Association
(IrDA), Ultra-WideBand (UWB), ZigBee, Near Field Communication
(NFC), Wireless-Fidelity (Wi-Fi), Wi-Fi Direct, Wireless USB
(Wireless Universal Serial Bus), and the like.
The short-range communication module 713 forms wireless area
networks to perform the short-range communication between the
vehicle 700 and at least one external device. For example, the
short-range communication module 713 may exchange data with the
mobile terminal 600 in a wireless manner. The short-range
communication module 713 may receive weather information and road
traffic state information (e.g., Transport Protocol Expert Group
(TPEG) information) from the mobile terminal 600. When the user
gets into the vehicle 700, the mobile terminal 600 of the user and
the vehicle 700 may pair with each other automatically or as the
user executes a pairing application.
The location information module 714 is a module to acquire a
location of the vehicle 700. A representative example of the
location information module 714 includes a Global Position System
(GPS) module. For example, when the vehicle utilizes a GPS module,
a location of the vehicle may be acquired using signals transmitted
from GPS satellites.
The optical communication module 715 may include a light emitting
unit and a light receiving unit.
The light receiving unit may convert light into electrical signals
to receive information. The light receiving unit may include Photo
Diodes (PDs) to receive light. The photo diodes may convert light
into electrical signals. For example, the light receiving unit may
receive information regarding a preceding vehicle via light emitted
from a light source included in the preceding vehicle.
The light emitting unit may include at least one light emitting
element to convert electrical signals into light. Here, the light
emitting element may be a Light Emitting Diode (LED). The light
emitting unit converts electrical signals into light to thereby
emit the light. For example, the light emitting unit may externally
emit light via flickering of the light emitting element
corresponding to a prescribed frequency. In some embodiments, the
light emitting unit may include an array of a plurality of light
emitting elements. In some embodiments, the light emitting unit may
be integrated with a lamp provided in the vehicle 700. For example,
the light emitting unit may be at least one selected from among a
headlight, a taillight, a brake light, a turn signal light, and a
sidelight. For example, the optical communication module 715 may
exchange data with another vehicle 510 via optical
communication.
The input unit 720 may include a driving operation unit 721, a
camera 722, a microphone 723, and a user input unit 724.
The driving operation unit 721 is configured to receive user input
for the driving of the vehicle. The driving operation unit 721 may
include a steering input unit 721a, a shift input unit 721b, an
acceleration input unit 721c, and a brake input unit 721d.
The camera 722 may include an image sensor and an image processing
module. The camera 722 may process a still image or a moving image
acquired by the image sensor (e.g., a CMOS or a CCD). The image
processing module may extract required information by processing a
still image or a moving image acquired via the image sensor and,
then, may transmit the extracted information to the controller 770.
Meanwhile, the vehicle 700 may include the camera 722 to capture a
forward image or a surround-view image of the vehicle and a
monitoring unit 725 to capture an image of the interior of the
vehicle.
The monitoring unit 725 may capture an image of a passenger. The
monitoring unit 725 may capture an image of biometrics of the
passenger.
The microphone 723 may process external sound signals into
electrical data. The processed data may be utilized in various ways
according to a function that the vehicle 700 is performing. The
microphone 723 may convert a user voice command into electrical
data. The converted electrical data may be transmitted to the
controller 770.
Meanwhile, in some embodiments, the camera 722 or the microphone
723 may be components of the sensing unit 760, other than
components of the input unit 720.
The user input unit 724 is configured to receive information from
the user. When information is input via the user input unit 724,
the controller 770 may control the operation of the vehicle 700 to
correspond to the input information. The user input unit 724 may
include a touch input unit or a mechanical input unit. In some
embodiments, the user input unit 724 may be located in a region of
the steering wheel. In this case, the driver may operate the user
input unit 724 with the fingers while gripping the steering
wheel.
The sensing unit 760 is configured to sense signals associated
with, for example, the traveling of the vehicle 700. To this end,
the sensing unit 760 may include a collision sensor, a steering
sensor, a speed sensor, gradient sensor, a weight sensor, a heading
sensor, a yaw sensor, a gyro sensor, a position module, a vehicle
forward/backward movement sensor, a battery sensor, a fuel sensor,
a tire sensor, a steering sensor based on the rotation of a
steering wheel, a vehicle interior temperature sensor, a vehicle
interior humidity sensor, an ultrasonic sensor, an infrared sensor,
a radar, and Lidar.
As such, the sensing unit 760 may acquire sensing signals with
regard to, for example, vehicle collision information, vehicle
traveling direction information, vehicle location information (GPS
information), vehicle angle information, vehicle speed information,
vehicle acceleration information, vehicle tilt information, vehicle
forward/backward movement information, battery information, fuel
information, tire information, vehicle lamp information, vehicle
interior temperature information, vehicle interior humidity
information, and steering wheel rotation angle information.
Meanwhile, the sensing unit 760 may further include, for example,
an accelerator pedal sensor, a pressure sensor, an engine speed
sensor, an Air Flow-rate Sensor (AFS), an Air Temperature Sensor
(ATS), a Water Temperature Sensor (WTS), a Throttle Position Sensor
(TPS), a Top Dead Center (TDC) sensor, and a Crank Angle Sensor
(CAS).
The sensing unit 760 may include a biometric information sensing
unit. The biometric information sensing unit is configured to sense
and acquire biometric information of the passenger. The biometric
information may include fingerprint information, iris-scan
information, retina-scan information, hand geometry information,
facial recognition information, and voice recognition information.
The biometric information sensing unit may include a sensor to
sense biometric information of the passenger. Here, the monitoring
unit 725 and the microphone 723 may operate as sensors. The
biometric information sensing unit may acquire hand geometry
information and facial recognition information via the monitoring
unit 725.
The output unit 740 is configured to output information processed
in the controller 770. The output unit 740 may include a display
unit 741, a sound output unit 742, and a haptic output unit
743.
The display unit 741 may display information processed in the
controller 770. For example, the display unit 741 may display
vehicle associated information. Here, the vehicle associated
information may include vehicle control information for the direct
control of the vehicle or driver assistance information to guide
vehicle driving. In addition, the vehicle associated information
may include vehicle state information that notifies a current state
of the vehicle or vehicle traveling information regarding the
traveling of the vehicle.
The display unit 741 may include at least one selected from among a
Liquid Crystal Display (LCD), a Thin Film Transistor LCD (TFT LCD),
an Organic Light Emitting Diode (OLED), a flexible display, a 3D
display, and an e-ink display.
The display unit 741 may configure an inter-layer structure with a
touch sensor, or may be integrally formed with the touch sensor to
implement a touchscreen. The touchscreen may function as the user
input unit 724 which provides an input interface between the
vehicle 700 and the user and also function to provide an output
interface between the vehicle 700 and the user. In this case, the
display unit 741 may include a touch sensor which senses a touch to
the display unit 741 so as to receive a control command in a touch
manner.
When a touch is input to the display unit 741 as described above,
the touch sensor may sense the touch and the controller 770 may
generate a control command corresponding to the touch. Content
input in a touch manner may be characters or numbers, or may be,
for example, instructions in various modes or menu items that may
be designated.
The touch sensor and the proximity sensor may be implemented
individually, or in combination, to sense various types of touches.
Such touches include a short (or tap) touch, a long touch, a
multi-touch, a drag touch, a flick touch, a pinch-in touch, a
pinch-out touch, a swipe touch, a hovering touch, and the like.
Hereinafter, a touch or a touch input may generally refer to
various types of touches mentioned above.
Meanwhile, the display unit 741 may include a cluster to allow the
driver to check vehicle state information or vehicle traveling
information while driving the vehicle. The cluster may be located
on a dashboard. In this case, the driver may check information
displayed on the cluster while looking forward.
Meanwhile, in some embodiments, the display unit 741 may be
implemented as a Head Up display (HUD). When the display unit 741
is implemented as a HUD, information may be output via a
transparent display provided at the windshield. Alternatively, the
display unit 741 may include a projector module to output
information via an image projected to the windshield.
The sound output unit 742 is configured to convert electrical
signals from the controller 770 into audio signals and to output
the audio signals. To this end, the sound output unit 742 may
include, for example, a speaker. The sound output unit 742 may
output sound corresponding to the operation of the user input unit
724.
The haptic output unit 743 is configured to generate tactile
output. For example, the haptic output unit 743 may operate to
vibrate a steering wheel, a safety belt, or a seat so as to allow
the user to recognize an output thereof.
The vehicle drive unit 750 may control the operation of various
devices of the vehicle. The vehicle drive unit 750 may include at
least one of a power source drive unit 751, a steering drive unit
752, a brake drive unit 753, a lamp drive unit 754, an air
conditioner drive unit 755, a window drive unit 756, an airbag
drive unit 757, a sunroof drive unit 758, and a suspension drive
unit 759.
The power source drive unit 751 may perform electronic control for
a power source inside the vehicle 700. For example, in the case
where a fossil fuel based engine (not illustrated) is a power
source, the power source drive unit 751 may perform electronic
control for the engine. As such, the power source drive unit 751
may control, for example, an output torque of the engine. In the
case where the power source drive unit 751 is the engine, the power
source drive unit 751 may control the speed of the vehicle by
controlling the output torque of the engine under the control of
the controller 770. In another example, when an electric motor (not
illustrated) is a power source, the power source drive unit 751 may
perform control for the motor. As such, the power source drive unit
751 may control, for example, the RPM and torque of the motor.
The steering drive unit 752 may include a steering apparatus. As
such, the direction of travel of the vehicle may be changed.
The brake drive unit 753 may perform electronic control of a brake
apparatus (not illustrated) inside the vehicle 700. For example,
the brake drive unit 753 may reduce the speed of the vehicle 700 by
controlling the operation of brakes located at wheels. In another
example, the brake drive unit 753 may adjust the direction of
travel of the vehicle 700 leftward or rightward by differentiating
the operation of respective brakes located at left and right
wheels.
The lamp drive unit 754 may turn at least one lamp arranged inside
and outside the vehicle 700 on or off. The lamp drive unit 754 may
include a lighting apparatus. In addition, the lamp drive unit 754
may control, for example, the intensity and direction of light of
each lamp included in the lighting apparatus. For example, the lamp
drive unit 754 may perform control for a turn signal lamp, a
headlamp or a brake lamp.
The air conditioner drive unit 755 may perform the electronic
control of an air conditioner (not illustrated) inside the vehicle
700. For example, when the interior temperature of the vehicle 700
is high, the air conditioner drive unit 755 may operate the air
conditioner to supply cold air to the interior of the vehicle
700.
The window drive unit 756 may perform the electronic control of a
window apparatus inside the vehicle 700. For example, the window
drive unit 756 may control the opening or closing of left and right
windows of the vehicle 700.
The airbag drive unit 757 may perform the electronic control of an
airbag apparatus inside the vehicle 700. For example, the airbag
drive unit 757 may control an airbag to be deployed in a dangerous
situation.
The sunroof drive unit 758 may perform electronic control of a
sunroof apparatus inside the vehicle 700. For example, the sunroof
drive unit 758 may control the opening or closing of a sunroof.
The suspension drive unit 759 may perform electronic control on a
suspension apparatus (not shown) inside the vehicle 700. For
example, when the road surface is uneven, the suspension drive unit
759 may control the suspension apparatus to reduce vibration of the
vehicle 700.
The memory 730 is electrically connected to the controller 770. The
memory 730 may store basic data for each unit, control data for the
operation control of the unit, and input/output data. The memory
730 may be various hardware storage devices such as, for example, a
ROM, a RAM, an EPROM, a flash drive, and a hard drive. The memory
730 may store various data for the overall operation of the vehicle
700 such as, for example programs for the processing or control of
the controller 770.
The interface unit 780 may serve as a passage for various kinds of
external devices that are connected to the vehicle 700. For
example, the interface unit 780 may have a port that is connectable
to the mobile terminal 600 and may be connected to the mobile
terminal 600 via the port. In this case, the interface unit 780 may
exchange data with the mobile terminal 600.
Meanwhile, the interface unit 780 may serve as a passage for the
supply of electrical energy to the connected mobile terminal 600.
When the mobile terminal 600 is electrically connected to the
interface unit 780, the interface unit 780 supplies electrical
energy from the power source unit 790 to the mobile terminal 600
under the control of the controller 770.
The controller 770 may control the overall operation of each unit
inside the vehicle 700. The controller 770 may be referred to as an
Electronic Control Unit (ECU).
The controller 770 may execute a function corresponding to an
execution signal delivered from the control device 100.
The controller 770 may be implemented in a hardware manner using at
least one selected from among Application Specific Integrated
Circuits (ASICs), Digital Signal Processors (DSPs), Digital Signal
Processing Devices (DSPDs), Programmable Logic Devices (PLDs),
Field Programmable Gate Arrays (FPGAs), processors, controllers,
micro-controllers, microprocessors, and electric units for the
implementation of other functions.
The power source unit 790 may supply power required to operate the
respective components under the control of the controller 770. In
particular, the power source unit 790 may receive power from, for
example, a battery (not illustrated) inside the vehicle 700.
The AVN apparatus 300 may exchange data with the controller 770.
The controller 770 may receive navigation information from the AVN
apparatus 300 or a separate navigation apparatus (not illustrated).
Here, the navigation information may include set destination
information, destination based routing information, and map
information or vehicle location information related to vehicle
traveling.
The vehicle control device 400 may be understood as included in the
vehicle 700.
A seat position adjustment apparatus 731 may be referred to as a
seat position adjustment system 731 or seating system 731. The seat
position adjustment apparatus 731 may move, tilt, or rotate a seat
inside the vehicle 700. The seat position adjustment apparatus 731
may control a seating arrangement by moving, tilting, or rotating a
seat inside the vehicle 700.
FIG. 3 is an example of an internal block diagram of the vehicle
control device according to an exemplary embodiment of the present
invention.
Referring to FIG. 3, the vehicle control device 400 may include an
input unit 410, a communication unit 420, an interface 430, a
memory 440 a camera 460, a sensor unit 450, a processor 470, a
display unit 480, an audio output unit 485, and a power supply unit
490. The vehicle control device 400 may include additional
components in addition to the above-described components, or some
of the above-described components may be omitted. Here, units of
the same names, among the units included in the vehicle control
device 400 and the units included in the vehicle 700 may be
included in the vehicle 700 or the vehicle control device 400.
The vehicle control device 400 may include the input unit 410 for
receiving user input.
The input unit 410 may include at least one of a gesture input unit
(e.g., an optical sensor, etc.) for sensing a user gesture, a touch
input unit (e.g., a touch sensor, a touch key, a push key
(mechanical key), etc.) for sensing touch, and a microphone for
sensing voice input and receive user input.
Next, the vehicle control device 400 may include the communication
unit 420 for communicating with another vehicle 510, a terminal 600
and a server 500. The communication unit 420 may be referred to as
a wireless communication unit 420.
The vehicle control device 400 may receive communication
information including at least one of navigation information,
another vehicle 510's traveling information, and traffic
information through the communication unit 420. The vehicle control
device 400 may send information about the vehicle 700 through the
communication unit 420.
The communication unit 420 may receive at least one of position
information, weather information and road traffic condition
information (e.g., transport protocol experts group (TPEG), etc.)
from the mobile terminal 600 and/or the server 500.
The communication unit 420 may receive traffic information from the
server 500 having an intelligent traffic system (ITS). Here, the
traffic information may include traffic signal information, lane
information, vehicle surrounding information or position
information.
In addition, the communication unit 420 may receive navigation
information from the server 500 and/or the mobile terminal 600.
Here, the navigation information may include at least one of map
information related to vehicle driving, lane information, vehicle
position information, set destination information and route
information according to the destination.
For example, the communication unit 420 may receive the real-time
position of the vehicle as the navigation information. In detail,
the communication unit 420 may include a global positioning system
(GPS) module and/or a Wi-Fi (Wireless Fidelity) module and acquire
the position of the vehicle.
In addition, the communication unit 420 may receive driving
information of another vehicle 510 from the another vehicle 510 and
transmit information on this vehicle, thereby sharing driving
information between vehicles. Here, the shared driving information
may include vehicle traveling direction information, position
information, vehicle speed information, acceleration information,
moving route information, forward/reverse information, adjacent
vehicle information and turn signal information.
In addition, when a user rides in the vehicle, the mobile terminal
600 of the user and the vehicle control device 400 may pair with
each other automatically or by executing a user application.
The communication unit 420 may exchange data with the another
vehicle 510, the mobile terminal 600 or the server 500 in a
wireless manner. The communication unit 420 may perform wireless
communication using a wireless data communication method. As the
wireless data communication method, technical standards or
communication methods for mobile communications (for example,
Global System for Mobile Communication (GSM), Code Division
Multiple Access (CDMA), CDMA2000 (Code Division Multiple Access
2000), EV-DO (Evolution-Data Optimized), Wideband CDMA (WCDMA),
High Speed Downlink Packet Access (HSDPA), HSUPA (High Speed Uplink
Packet Access), Long Term Evolution (LTE), LTE-A (Long Term
Evolution-Advanced), and the like) may be used.
The communication unit 420 is configured to facilitate wireless
Internet technology. Examples of such wireless Internet technology
include Wireless LAN (WLAN), Wireless Fidelity (Wi-Fi), Wi-Fi
Direct, Digital Living Network Alliance (DLNA), Wireless Broadband
(WiBro), Worldwide Interoperability for Microwave Access (WiMAX),
High Speed Downlink Packet Access (HSDPA), HSUPA (High Speed Uplink
Packet Access), Long Term Evolution (LTE), LTE-A (Long Term
Evolution-Advanced), and the like.
In addition, the communication unit 420 is configured to facilitate
short-range communication. For example, short-range communication
may be supported using at least one of Bluetooth.TM., Radio
Frequency Identification (RFID), Infrared Data Association (IrDA),
Ultra-Wideband (UWB), ZigBee, Near Field Communication (NFC),
Wireless-Fidelity (Wi-Fi), Wi-Fi Direct, Wireless USB (Wireless
Universal Serial Bus), and the like.
In addition, the vehicle control device 400 may pair with the
mobile terminal located inside the vehicle using a short-range
communication method and wirelessly exchange data with the other
vehicle 510 or the server 500 using a long-distance wireless
communication module of the mobile terminal.
Next, the vehicle control device 400 may include the interface 430
for receiving data of the vehicle 700 and transmitting a signal
processed or generated by the processor 470.
The vehicle control device 400 may receive at least one of driving
information of another vehicle, navigation information and sensor
information via the interface 430. To this end, the interface 430
may perform data communication with at least one of the controller
770 of the vehicle, an audio-video-navigation (AVN) apparatus 300,
and the sensing unit 760 using a wired or wireless communication
method. The interface 430 may receive navigation information by
data communication with the controller 770, the AVN apparatus 300
and/or a separate navigation apparatus. In addition, the interface
430 may receive sensor information from the controller 770 or the
sensing unit 760.
Here, the sensor information may include at least one of vehicle
traveling direction information, vehicle position information,
vehicle speed information, acceleration information, vehicle tilt
information, forward/reverse information, fuel information,
information on a distance from a preceding/rear vehicle,
information on a distance between a vehicle and a lane and turn
signal information, etc.
The sensor information may be acquired from a heading sensor, a yaw
sensor, a gyro sensor, a position module, a vehicle forward/reverse
sensor, a wheel sensor, a vehicle speed sensor, a vehicle tilt
sensor, a battery sensor, a fuel sensor, a tire sensor, a steering
sensor on the basis of rotation of the steering wheel, a vehicle
inside temperature sensor, a vehicle inside humidity sensor, a door
sensor, etc. The position module may include a GPS module for
receiving GPS information.
The interface 430 may receive user input via the user input unit
410 of the vehicle. The interface 430 may receive user input from
the input unit of the vehicle or via the controller 770. That is,
when the input unit is provided in the vehicle, user input may be
received via the interface 430.
In addition, the interface 430 may receive traffic information
acquired from the server. The server 500 may be located at a
traffic control surveillance center for controlling traffic. For
example, when traffic information is received from the server 500
via the communication unit 420 of the vehicle, the interface 430
may receive traffic information from the controller 770.
Next, the memory 440 may store a variety of data for overall
operation of the vehicle control device 400, such as a program for
processing or control of the processor 470.
In addition, the memory 440 may store data and commands for
operation of the vehicle control device 400 and a plurality of
application programs or applications executed in the vehicle
control device 400. At least some of such application programs may
be downloaded from an external server through wireless
communication. At least one of such application programs may be
installed in the vehicle control device 400 upon release. Such
application programs may be stored in the memory 440, and may be
executed to perform operation (or function) of the vehicle control
device 400 by the processor 470.
The memory 440 may store data for checking an object included in an
image. For example, the memory 440 may store data for checking a
predetermined object using a predetermined algorithm when the
predetermined object is detected from an image of the vicinity of
the vehicle acquired through the camera 460. For example, the
memory 440 may store data for checking a predetermined object such
as a passenger, garbage, or a lost item from an image acquired
through the camera 460.
The memory 440 may be implemented in a hardware manner using at
least one selected from among a flash memory, a hard disk, a solid
state drive (SSD), a silicon disk drive (SDD), a micro multimedia
card, a card type memory (e.g., an SD or XD memory, etc.), a random
access memory (RAM), a static random access memory (SRAM), a
read-only memory (ROM), an electrically erasable programmable
read-only memory (EEPROM), a programmable read-only memory (PROM),
a magnetic memory, a magnetic disk and an optical disc.
In addition, the vehicle control device 400 may operate in
association with a web storage for performing a storage function of
the memory 440 over the Internet.
The sensor unit 450 may acquire information on the internal state
of the vehicle 700. The sensor unit 450 may sense a thing or object
within the vehicle 700. The camera 460 may capture the inside of
the vehicle 700. Alternatively, the camera 460 may capture the
vicinity of a seat installed in the vehicle. Alternatively, the
camera 460 may capture a passenger in the vehicle 700.
The processor 470 may be referred to as a control unit 470 or a
controller 470. The processor 470 may detect an object in the
vicinity of the vehicle control device 400 through the camera 460.
Alternatively, the processor 470 may detect a passenger, a
passenger's belongings, or garbage through the camera 460. The
processor 470 may control the operation of the vehicle control
device 400.
A controller 483 may receive input for controlling the driving of
the vehicle 700. The controller 483 may be a part of the input unit
410. For example, the controller 483 may be a jog dial, button, or
gesture receiver.
The seat position adjustment apparatuses 731 and 495 may be
identical.
FIG. 4 is a view showing an example of a system according to an
exemplary embodiment of the present invention.
Referring to FIG. 4, a traffic information server, the mobile
terminal 600, a control center server, and the communication unit
710 may establish a network. The traffic information server, the
mobile terminal 600, the control center server, a remote control
terminal, and the communication unit 710 may exchange information
with one another. The traffic information server may provide
driving information, traffic information, road information, etc. of
another vehicle 510.
The sensing unit 760 of the vehicle 700 may include a camera for
capturing the outside of the vehicle 700, a camera for capturing
the inside of the vehicle 700, a GPS, a seat occupancy sensor, and
a safety belt tension sensor. The seat occupancy sensor may detect
whether a passenger is seated. Alternatively, the seat occupancy
sensor may detect the weight distribution of a passenger seat or
the distribution of pressure on it. The safety belt tension sensor
may detect whether a passenger is wearing a safety belt. The GPS
may transmit or receive information between the vehicle and a
satellite.
The memory 730 may include a destination information database, a
passenger profile database, a passenger media use database, and a
passenger seat occupancy-related database.
FIG. 5 shows an example of basic operations of an autonomous
vehicle and 5G network in a 5G communication system.
The autonomous vehicle transmits specific information to a 5G
network (S1).
The specific information may include autonomous driving-related
information.
The autonomous driving-related information may be information
directly related to vehicle driving control. For example, the
autonomous driving-related information may include one or more of
object data indicating an object around the vehicle, map data,
vehicle status data, vehicle location data, and driving plan
data.
The autonomous driving-related information may further include
service information, etc. that may be provided in an autonomous
driving process. For example, the service information may be a
passenger's seat use information or a passenger's service use
information which is acquired through a camera inside the vehicle.
The 5G network may determine whether to remotely control the
vehicle (S2).
As stated above, information related to the remote control may be a
signal applied directly to the autonomous vehicle, and may further
service information provided to a passenger inside the vehicle in
an autonomous driving process. In one embodiment of the present
invention, the autonomous vehicle may provide passenger management
service through the 5G network by matching seat use information of
a passenger inside the vehicle and the passenger' service use
information. Here, the 5G network may include a server or module
that performs autonomous driving-related remote control.
The 5G network may transmit information (or signal) related to
remote control to the autonomous vehicle (S3).
FIG. 6 shows an example of application operations of an autonomous
vehicle and 5G network in a 5G communication system.
The autonomous vehicle performs an initial access procedure with a
5G network (S20).
The initial access procedure may include a cell search for
acquiring a downlink (DL) operation, a process of acquiring system
information, and so on, which will be described more concretely in
the paragraph F.
Then, the autonomous vehicle performs a random access procedure
with the 5G network (S21).
The random access process includes preamble transmission and random
access response reception processes for acquiring uplink (UL)
synchronization or transmitting UL data, which will be described
more concretely in the paragraph G.
Then, the 5G network transmits a UL Grant for scheduling
transmission of specific information to the autonomous vehicle
(S22).
Reception of the UL grant includes a process for time/frequency
resource scheduling to transmit UL data, which will be described
more concretely in the paragraph H.
Then, the autonomous vehicle transmits specific information to the
5G network based on the UL grant (S23).
Then, the 5G network determines whether to remotely control the
vehicle (S24).
Then, the autonomous vehicle receives a DL grant through a physical
downlink control channel in order to receive a response to the
specific information from the 5G network (S25).
Then, the 5G network transmits information (or signal) related to
remote control to the autonomous vehicle based on the DL grant
(S26).
Meanwhile, although FIG. 6 illustrates an example of a combination
of an initial access process of an autonomous vehicle and 5G
communication and/or random access process and a downlink grant
reception process through the steps S20 to S26, the present
invention is not limited to this.
For example, the initial access process and/or random access
process may be performed through the steps S20, S22, S23, S24, and
S26. For example, the initial access process and/or random access
process may be performed through the steps S21, S22, S23, S24, and
S26. Also, a combination of an AI operation and a downlink grant
reception process may be performed through the steps S23, S24, S25,
and S26.
FIG. 6 illustrates an autonomous vehicle operation through S20 to
S26, but the present invention is not limited to this.
For example, the autonomous vehicle operation may be performed by
selectively combining S20, S21, S22, and S25 with S23 and S26.
Also, for example, the autonomous vehicle operation may consist of
S21, S22, S23, and S26. Also, for example, the autonomous vehicle
operation may consist of S20, S21, S23, and S26. Also, for example,
the autonomous vehicle operation may consist of S22, S23, S25, and
S26.
FIGS. 7 to 10 show an example of an autonomous vehicle operation
using 5G communication.
First of all, referring to FIG. 7, an autonomous vehicle including
an autonomous driving module performs an initial access procedure
with a 5G network based on a SSB (synchronization signal block), in
order to acquire DL synchronization and system information
(S30).
Then, the autonomous vehicle performs a random access procedure
with the 5G network to acquire UL synchronization and/or transmit
UL (S31).
Then, the autonomous vehicle receives a UL grant from the 5G
network in order to transmit specific information (S32).
Then, the autonomous vehicle transmits specific information to the
5G network based on the UL grant (S33).
Then, the autonomous vehicle receives a DL grant from the 5G
network to receive a response to the specific information
(S34).
Then, the autonomous vehicle receives information (or signal)
related to remote control from the 5G network based on the DL grant
(S35).
A beam management (BM) process may be added to S30, a beam failure
recovery process related to PRACH (physical random access channel)
transmission may be added to S31, a QCL relationship may be added
to S32 in relation to the direction of beam reception of a PDCCH
carrying a UL grant, and a QCL relationship may be added to S33 in
relation to the direction of beam transmission of a PUCCH (physical
uplink control channel)/PUSCH (physical uplink shared channel)
carrying specific information. Also, a QCL relationship may be
added to S34 in relation to the direction of beam reception of a
PDCCH carrying a DL grant. A more detailed description of this will
be given in the paragraph I.
Next, referring to FIG. 8, an autonomous vehicle performs an
initial access procedure with a 5G network based on a SSB, in order
to acquire DL synchronization and system information (S40).
Then, the autonomous vehicle performs a random access procedure
with the 5G network to acquire UL synchronization and/or transmit
UL (S41).
Then, the autonomous vehicle transmits specific information to the
5G network based a configured grant (S42). A process of receiving
the configured grant, instead of a process of receiving a UL grant
from the 5G network, will be described more concretely in the
paragraph H.
Then, the autonomous vehicle receives information (or signal)
related to remote control from the 5G network based on the
configured grant (S43).
Next, referring to FIG. 9, an autonomous vehicle performs an
initial access procedure with a 5G network based on a SSB, in order
to acquire DL synchronization and system information (S50).
Then, the autonomous vehicle performs a random access procedure
with the 5G network to acquire UL synchronization and/or transmit
UL (S51).
Then, the autonomous vehicle receives a DownlinkPreemption IE from
the 5G network (S52).
Then, the autonomous vehicle receives a DCI format 2_1 carrying a
preemption indication from the 5G network based on the
DownlinkPreemption IE (S53).
Then, the autonomous vehicle does not perform (or expect or assume)
reception of eMBB data on resources (PRB and/or OFDM symbol)
indicated by the pre-emption indication (S54).
An operation related to the preemption indication will be described
more concretely in the paragraph J.
Then, the autonomous vehicle receives a UL grant from the 5G
network in order to transmit specific information (S55).
Then, the autonomous vehicle transmits specific information to the
5G network based on the UL grant (S56).
Then, the autonomous vehicle receives a DL grant from the 5G
network to receive a response to the specific information
(S57).
Then, the autonomous vehicle receives information (or signal)
related to remote control from the 5G network based on the DL grant
(S58).
Next, referring to FIG. 10, an autonomous vehicle performs an
initial access procedure with a 5G network based on a SSB, in order
to acquire DL synchronization and system information (S60).
Then, the autonomous vehicle performs a random access procedure
with the 5G network to acquire UL synchronization and/or transmit
UL (S61).
Then, the autonomous vehicle receives a UL grant from the 5G
network in order to transmit specific information (S62).
The UL grant carries information on the number of repetitions of
transmission of the specific information, and the specific
information is repeatedly transmitted based on the information on
the number of repetitions (S63).
Then, the autonomous vehicle transmits specific information to the
5G network based on the UL grant.
Also, repeated transmission of specific information is performed by
frequency hopping, and first specific information may be
transmitted on a first frequency resource and second specific
information may be transmitted on a second frequency resource.
The specific information may be transmitted over a narrowband of
6RB (Resource Block) or 1RB (Resource Block).
Then, the autonomous vehicle receives a DL grant from the 5G
network to receive a response to the specific information
(S64).
Then, the autonomous vehicle receives information (or signal)
related to remote control from the 5G network based on the DL grant
(S65).
One or more of the autonomous vehicle of the present invention and
the server may be associated or merged with an artificial
intelligence module, an unmanned aerial vehicle (UAV), a robot, an
augmented reality (AR) device, virtual reality (VR), a 5G
service-related device, and so on.
For example, the autonomous vehicle may operate in association with
at least one artificial intelligence (AI) module, robot, etc.
included in the vehicle.
For example, the vehicle may interact with at least one robot. The
robot may be an autonomous mobile robot (AMR). The mobile robot may
move around autonomously and freely and have a plurality of sensors
for avoiding obstacles during movement so that it can avoid
obstacles. The mobile robot may be a flying robot (e.g., drone)
equipped with a flying device. The mobile robot may be a wheeled
robot which has at least one wheel and moves by rotating its wheel.
The mobile robot may be a legged robot which has at least one leg
and moves using the leg.
The robot may function as a device that complements the user's
convenience. For example, the robot may perform a function of
moving the stuff loaded in the vehicle to the user's final
destination. For example, the robot may perform a function of
guiding a user who has gotten out of the vehicle to his or her
final destination. For example, the robot may perform a function of
transporting a user who has gotten out of the vehicle to his or her
final destination.
At least one electronic device included in the vehicle may
communicate with the robot through a communication device.
At least one electronic device included in the vehicle may provide
the robot with data processed by the at least one electronic device
included in the vehicle. For example, the at least one electronic
device included in the vehicle may provide the robot with at least
one of object data indicating an object around the vehicle, map
data, vehicle status data, vehicle location data, and driving plan
data.
At least one electronic device included in the vehicle may receive
data processed by the robot from the robot. The at least one
electronic device included in the vehicle may receive at least one
of sensing data generated by the robot, object data, robot status
data, robot location data, and robot movement plane data.
At least one electronic device included in the vehicle may generate
a control signal based further on data received from the robot. For
example, the at least one electronic device included in the vehicle
may compare information on an object created by an object detection
device and information on an object created by the robot, and
generate a control signal based on a comparison result. The at
least one electronic device included in the vehicle may generate a
control signal so as to prevent interference between a vehicle
movement path and a robot movement path.
At least one electronic device included in the vehicle may be
included in a software module or hardware module (hereinafter,
artificial intelligence module) that implements artificial
intelligence (AI). The at least one electronic device included in
the vehicle may input acquired data into the artificial
intelligence module and use data outputted from the artificial
intelligence module.
The artificial intelligence module may perform machine learning on
input data by using at least one artificial neural network (ANN).
The artificial intelligence module may output driving plan data
through machine learning on input data.
At least one electronic device included in the vehicle may generate
a control signal based on data outputted from the artificial
intelligence module.
In some embodiments, at least one electronic device included in the
vehicle may receive data processed by artificial intelligence from
an external device through a communication device. The at least one
electronic device included in the vehicle may generate a control
signal based on data processed by artificial intelligence.
FIG. 11 illustrates an example of various scenarios of sidelink
communication.
Scenarios of sidelink communication may be classified into (1) an
out-of-coverage network, (2) a partial-coverage network, and (3) an
in-coverage network depending on whether UE1 and UE2 are in cell
coverage or out of cell coverage.
The in-coverage network may be divided into an
in-coverage-single-cell and an in-coverage-multi-cell according to
the number of cells corresponding to the coverage of a BS. (a) of
FIG. 11 illustrates an example of an out-of-coverage network
scenario of D2D communication. The out-of-coverage network scenario
refers to performing sidelink communication between UEs without
control of a BS.
In (a) of FIG. 11, only UE1 and UE2 are present, and UE1 and UE2
directly communicate with each other. (b) of FIG. 11 illustrates an
example of a partial-coverage network scenario of sidelink
communication. The partial-coverage network scenario means
performing sidelink communication between a UE located in the
network coverage and a UE located out of the network coverage. In
(b) of FIG. 11, UE1 located in the network coverage and UE2 located
out of the network coverage communicate with each other. (c) of
FIG. 11 illustrates an example of an in-coverage-single-cell
scenario, and (d) of FIG. 11 illustrates an example of an
in-coverage-multi-cell scenario. The in-coverage network scenario
means that UEs perform sidelink communication through the control
of a BS in the network coverage. In (c) of FIG. 11, UE1 and UE2 are
located in the same network coverage (or cell) and perform sidelink
communication under the control of a BS. In (d) of FIG. 11, UE1 and
UE2 are located in different network coverages. In addition, UE1
and UE2 perform sidelink communication under the control of BSs
that manage their network coverages, respectively.
Sidelink transmission may operate in an uplink spectrum in the case
of FDD and in an uplink (or downlink) subframe in the case of TDD.
For the multiplexing of sidelink transmission and uplink
transmission, time division multiplexing (TDM) may be used.
Depending on the capability of a UE, sidelink transmission and
uplink transmission do not occur simultaneously in a specific UE.
For example, sidelink transmission does not occur in an uplink
subframe that partially or entirely overlaps an uplink subframe
used for uplink transmission. Moreover, sidelink transmission and
downlink transmission also do not occur simultaneously. In
addition, sidelink transmission and sidelink reception also do not
occur simultaneously. The structure of a physical resource used for
sidelink transmission may be used equally to the structure of an
uplink physical resource. However, the last symbol of a sidelink
subframe has a guard period and is not used for sidelink
transmission. Sidelink may largely include sidelink discovery,
sidelink communication, V2X sidelink communication, and sidelink
synchronization.
Sidelink communication is a communication mode in which a UE can
perform direct communication through a PC5 interface. This
communication mode is supported when a UE is served by an E-UTRAN
and when a UE is out of coverage of E-UTRA. In order to perform
synchronization for an out-of-coverage operation, a UE(s) may
operate as a synchronization source by transmitting a sidelink
broadcast control channel (SBCCH) and a synchronization signal.
An SBCCH delivers the most important system information necessary
to receive a different sidelink channel and a signal. The SBCCH is
transmitted in a fixed period of 40 ms along with a synchronization
signal. When a UE is in network coverage, the content of the SBCCH
is derived or obtained from a parameter signaled by a BS.
When a UE is out of coverage, if the UE selects another UE as a
synchronization criterion, the content of an SBCCH is derived from
a received SBCCH. Otherwise, the UE uses a pre-configured
parameter.
For an out-of-coverage operation, two pre-configured subframes are
present every 40 ms. A UE receives a synchronization signal and
SBCCH in one subframe. When the UE becomes a synchronization source
based on a defined criterion, it transmits a synchronization signal
and SBCCH in another subframe.
A UE performs sidelink communication on defined subframes over the
duration of a sidelink control period. The sidelink control period
is a period in which resources are allocated to a cell for
transmission of sidelink control information and sidelink data. The
UE transmits sidelink control information and sidelink data within
the sidelink control period.
The sidelink control information indicates a layer 1 ID and
transmission characteristics (e.g., MCS, the location of a resource
for a sidelink control period, and timing alignment).
Sidelink Radio Protocol Architecture
A UE radio protocol architecture for sidelink communication with
respect to a user plane and a control plane will be described.
FIG. 12 illustrates a protocol stack for sidelink
communication.
Specifically, (a) of FIG. 12 illustrates a protocol stack for a
user plane in which a PDCP, RLC and MAC sublayer (end in another
UE) perform functions on a user plane.
The access layer protocol stack of a PC5 interface includes PDCP,
RLC, MAC and PHY as shown in (a) of FIG. 12.
(b) of FIG. 12 illustrates a control plane protocol stack for an
SBCCH to which an implementation(s) of the present invention may be
applied. An access stratum (AS) protocol stack for the SBCCH in the
PC5 interface includes RRC, RLC, MAC, and PHY as shown in (b) of
FIG. 12.
A control plane for configuring, maintaining and releasing a
logical connection for one-to-one sidelink communication is shown
in FIG. 13. FIG. 13 illustrates a control plane protocol stack for
one-to-one sidelink communication.
A more detailed description of the sidelink protocol stack will be
given with reference to 3GPP TS 23.303, 3GPP TS 23.285, 3GPP TS
24.386, etc.
Sidelink Discovery
In sidelink communication, since a plurality of
transmitter/receiver UEs are distributed at a given location, a
sidelink discovery procedure for confirming the presence of
surrounding UEs is necessary before a specific UE perform sidelink
communication with the surrounding UEs. Furthermore, sidelink
discovery may be used to confirm the presence of surrounding UEs
and used for various commercial purposes, such as advertising to
UEs within a proximity area, issuing coupons and finding friends,
etc.
Sidelink discovery may be applied within network coverage. In this
case, a signal (or message) periodically transmitted by UEs for
sidelink discovery may be referred to as a discovery message, a
discovery signal, a beacon, etc. Hereinafter, a signal periodically
transmitted by UEs for sidelink discovery is collectively called a
discovery message, for convenience of description.
If UE1 has the role of discovery message transmission, UE 1
transmits a discovery message, and UE2 receives the discovery
message. The roles of transmission and reception by UE 1 and UE 2
may be switched. A transmission from UE1 may be received by one or
more UE(s), such as UE2.
A discovery message may include a single MAC PDU. In this case, the
single MAC PDU may include a UE ID and an application ID.
A physical sidelink discovery channel (PSDCH) may be defined as a
channel through which a discovery message is transmitted. The
structure of the PSDCH channel may reuse a PUSCH structure.
Two types (sidelink discovery type 1 and sidelink discovery type
2B) may be used as a resource allocation method for sidelink
discovery.
In the case of the sidelink discovery type 1, a BS may allocate a
resource for discovery message transmission in a non-UE-specific
manner. Specifically, a radio resource pool (i.e., discovery pool)
for discovery transmission and reception, including a plurality of
subframe sets and a plurality of resource block sets, is allocated
within a specific period (hereinafter "discovery period"). A
discovery transmitter UE randomly selects a specific resource
within the radio resource pool and then transmits a discovery
message. Such a periodical discovery resource pool may be allocated
for discovery signal transmission in a semi-static manner.
Configuration information of a discovery resource pool for
discovery transmission includes a discovery period, a subframe set
which may be used for the transmission of a discovery signal within
a discovery period, and resource block set information. Such
configuration information of a discovery resource pool may be
transmitted to a UE by RRC signaling. In the case of an in-coverage
UE, a discovery resource pool for discovery transmission is
configured by a BS, and the UE may be notified of the discovery
resource pool through RRC signaling (e.g., a system information
block (SIB)). The discovery resource pool allocated for discovery
within one discovery period can be multiplexed to a time-frequency
resource block of the same size through TDM and/or FDM scheme,
where the time-frequency resource block of the same size can be
called a `discovery resource`. A discovery resource can be set as
one subframe unit and include two resource blocks (RBs) per slot in
each subframe. One UE can use one discovery resource for
transmission of a discovery MAC PDU. Furthermore, a UE may
repeatedly transmit a discovery signal within a discovery period
for the transmission of one transport block. The transmission of a
MAC PDU transmitted by one UE may be repeated (e.g., repeated four
times) contiguously or non-contiguously within a discovery period
(i.e., radio resource pool). The number of transmissions of a
discovery signal for one transport block may be transmitted by a UE
through higher layer signaling. A UE randomly selects the first
discovery resource in a discovery resource set which may be used
for the repeated transmission of a MAC PDU. Other discovery
resources may be determined in relation to the first discovery
resource. For example, a specific pattern may be pre-configured,
and the next discovery resource may be determined according to the
pre-configured pattern based on the location of the first discovery
resource selected by a UE. Furthermore, the UE may randomly select
each discovery resource within a discovery resource set which may
be used for the repeated transmission of a MAC PDU.
In the sidelink discovery type 2, a resource for discovery message
transmission is allocated in a UE-specific manner. Type 2 is
subdivided into Type 2A and Type 2B. Type 2A is a method in which a
BS allocates a resource at each transmission instance of a
discovery message by a UE within a discovery period. Type 2B is a
method of allocating a resource in a semi-persistent manner. In the
case of the sidelink discovery type 2B, a RRC_CONNECTED UE requests
the allocation of a resource for the transmission of a sidelink
discovery message from a BS through RRC signaling. Furthermore, the
BS may allocate the resource through RRC signaling. When the UE
makes a transition to an RRC_IDLE state or the BS withdraws
resource allocation through RRC signaling, the UE releases the most
recently allocated transmission resource. As described above, in
the case of the sidelink discovery type 2B, a radio resource may be
allocated by RRC signaling, and the activation/deactivation of
radio resources allocated by a PDCCH may be determined. radio
resource pool for discovery message reception is configured by a
BS, and a UE may be notified of the radio resource pool using RRC
signaling (e.g., a system information block (SIB)).
A discovery message receiver UE monitors both the discovery
resource pools of the sidelink discovery type 1 and type 2 for
discovery message reception.
A sidelink discovery method may be divided into a centralized
discovery method assisted by a central node, such as a BS, and a
distributed discovery method for a UE to confirm the presence of a
surrounding UE themselves without the help of the central node. In
the case of the distributed discovery method, a dedicated resource,
apart from a cellular resource, may be periodically allocated as a
resource for a UE to transmit and receive discovery messages.
Sidelink Communication
The application area of sidelink communication includes network
edge-of-coverage, as well as in and out of network coverage
(in-coverage and out-of-coverage). Sidelink communication may be
used for the purpose of public safety (PS), etc.
If UE1 has the role of direct communication data transmission, UE1
transmits direct communication data, and UE2 receives direct
communication data. The roles of transmission and reception by UE1
and UE 2 may be switched. A direct communication transmission from
UE1 may be received by one or more UE(s), such as UE2.
Sidelink discovery and sidelink communication are not associated
with each other, but may be independently defined. That is, in
groupcast and broadcast direct communication, sidelink discovery is
not necessary. As described above, if sidelink discovery and
sidelink direct communication are independently defined, UEs do not
need to recognize an adjacent UE. In other words, in the case of
groupcast and broadcast direct communication, all receiver UEs
within a group do not need to be adjacent to each other.
A physical sidelink shared channel (PSSCH) may be defined as a
channel through which sidelink communication data is transmitted.
Furthermore, a physical sidelink control channel (PSCCH) may be
defined as a channel through which control information for sidelink
communication (e.g., scheduling assignment (SA) for sidelink
communication data transmission, transmission format) is
transmitted. A PSSCH and a PSCCH may reuse a PUSCH structure.
Two modes (Mode 1/Mode 3, Mode 2/Mode 4) may be used as a resource
allocation method for sidelink communication.
Here, Mode 3/Mode 4 represents a resource allocation method for V2X
sidelink communication, which will be described more concretely in
V2X.
Mode 1/Mode 3 refers to a method for a BS to schedule resources
used to transmit to a UE data or control information for sidelink
communication. In in-coverage, Mode 1 is applied.
A BS configures a resource pool for sidelink communication. The BS
may deliver information on a resource pool for sidelink
communication to the UE through RRC signaling.
In this case, the resource pool for sidelink communication may be
divided into a control information pool (i.e., resource pool for
transmitting a PSCCH) and a sidelink data pool (i.e., resource pool
for transmitting a PSSCH).
When a transmitter UE requests a BS a resource for transmitting
control information and/or data, the BS schedules a control
information and sidelink data transmission resource within a pool
configured in the transmitter D2D UE using a physical downlink
control channel. Accordingly, the transmitter UE transmits control
information and sidelink data to a receiver UE using the scheduled
(i.e., allocated) resource.
Specifically, the BS may perform scheduling on a resource for
transmitting control information (i.e., resource for transmitting a
PSCCH) using a downlink control information (DCI) format 5 or a DCI
format 5A, and may perform scheduling on a resource for
transmitting sidelink data (i.e., resource for transmitting a
PSSCH) using a sidelink control information (SCI) format 0 or an
SCI format 1. In this case, the DCI format 5 includes some fields
of the SCI format 0, and the DCI format 5A includes some fields of
the SCI format 1.
In the case of Mode 1/Mode 3, a transmitter UE needs to be in the
RRC_CONNECTED state in order to perform sidelink communication. The
transmitter UE transmits a scheduling request to a BS. A buffer
status report (BSR) procedure, which is a process for reporting the
amount of uplink data to be transmitted by a UE, is performed so
that the BS can determine the amount of resources requested by the
transmitter UE.
When receiver UEs monitor a control information pool and decode
control information related to themselves, they may selectively
decode sidelink data transmission related to the corresponding
control information. The receiver UE may not decode a sidelink data
pool based on a result of the decoding of control information.
A detailed example and signaling procedure of the above-described
sidelink communication Mode 1/Mode 3 are shown in FIGS. 14 and 15.
In this case, as described above, control information related to
sidelink communication is transmitted through a PSCCH, and data
information related to sidelink communication is transmitted
through a PSSCH.
FIG. 14 illustrates a sidelink operation process in a sidelink
communication Mode 1/Mode 3 under the control of a BS and a method
of performing sidelink communication by transmitting and receiving
information related to the sidelink operation process.
As shown in FIG. 14, a PSCCH resource pool 610 and/or PSSCH
resource pool 620 related to sidelink communication may be
pre-configured. A pre-configured resource pool may be transmitted
from a BS to sidelink UEs through RRC signaling. In this case, the
PSCCH resource pool and/or the PSSCH resource pool may mean a
resource (i.e., dedicated resource) reserved for sidelink
communication. In this case, the PSCCH is control information for
scheduling the transmission of sidelink data (i.e., PSSCH), and may
mean a channel through which the SCI format 0 is transmitted.
Furthermore, the PSCCH is transmitted according to a PSCCH period,
and the PSSCH is transmitted according to a PSSCH period. The
scheduling of the PSCCH is performed through the DCI format 5 (or
DCI format 5A), and the scheduling of the PSSCH is performed
through the SCI format 0 (or SCI format 1). The DCI format 5 may be
referred to as a sidelink grant.
In this case, the DCI format 5 includes resource information for a
PSCCH (i.e., resource allocation information), a transmission power
control (TPC) command for a PSCCH and PSSCH, a zero padding (ZP)
bit(s) and some fields of the SCI format 0 (e.g., frequency hopping
flag, resource block assignment and hopping resource allocation
information, and a time resource pattern (e.g., subframe
pattern)).
Furthermore, the fields of the SCI format 0 are information related
to the scheduling of a PSSCH (i.e., SCI format 0), and includes
fields, such as a frequency hopping flag, a time resource pattern,
a modulation and coding scheme (MCS), a TA (timing advance)
indication, and a group destination ID.
FIG. 15 illustrates a downlink control information transmission
method for sidelink communication between UEs in a wireless
communication system supporting sidelink communication.
First, a PSCCH resource pool and/or PSSCH resource pool related to
sidelink is configured by a higher layer (step 1).
Thereafter, a BS transmits information on the PSCCH resource pool
and/or PSSCH resource pool to a sidelink UE through higher layer
signaling (e.g., RRC signaling) (step 2).
Thereafter, the BS transmits control information related to the
transmission of a PSCCH (i.e., SCI format 0) and/or the
transmission of a PSSCH (i.e., sidelink communication data)
individually or together to a sidelink transmitter UE through the
DCI format 5 (step 3). The control information includes scheduling
information of the PSCCH and/or PSSCH in the PSCCH resource pool
and/or PSSCH resource pool. For example, resource allocation
information, an MCS level, a time resource pattern, etc. may be
included in the control information.
Thereafter, the sidelink transmitter UE transmits the PSCCH (i.e.,
SCI format 0) and/or PSSCH (i.e., sidelink communication data) to a
sidelink receiver UE based on the information received in step 3.
In this case, the transmission of the PSCCH and the transmission of
the PSSCH may be performed together, or the transmission of the
PSSCH may be performed after the transmission of the PSCCH.
Meanwhile, although not shown in FIG. 15, the sidelink transmitter
UE may request the BS a transmission resource (i.e., PSSCH
resource) for sidelink data, and the BS may schedule resources for
the transmission of the PSCCH and the PSSCH. To this end, the
sidelink transmitter UE transmits a scheduling request (SR) to the
BS, and a buffer status report (BSR) procedure may be performed in
which information on the amount of resources requested by the
sidelink transmitter UE is provided to the BS.
Sidelink receiver UEs may monitor a control information pool. When
control information related to themselves is decoded, the sidelink
receiver UEs may selectively decode sidelink data transmission
related to the corresponding control information.
In contrast, Mode 2/Mode 4 refers to a method for a UE to randomly
select a specific resource in a resource pool in order to transmit
data or control information for sidelink communication. In
out-of-coverage and/or in-coverage, Mode 2/Mode 4 is applied.
In Mode 2, a resource pool for control information transmission
and/or a resource pool for sidelink communication data transmission
may be pre-configured or may be semi-statically configured. A UE is
provided with a configured resource pool (time and frequency) and
selects a resource for sidelink communication transmission in the
resource pool. That is, the UE may select a resource for control
information transmission in a control information resource pool in
order to transmit control information. Furthermore, the UE may
select a resource in a data resource pool for the sidelink
communication data transmission.
Furthermore, in sidelink broadcast communication, control
information is transmitted by a broadcasting UE. The control
information indicates the location of a resource for data reception
in relation to a physical channel (i.e., PSSCH) that carries
sidelink communication data.
Sidelink Synchronization
A sidelink synchronization signal/sequence (sidelink SS) may be
used for a UE to obtain time-frequency synchronization. In
particular, in the case of out of coverage of a network, control of
a BS is impossible. Thus, a new signal and procedure for
synchronization establishment between UEs may be defined.
A UE that periodically transmits a sidelink synchronization signal
may be referred to as a sidelink synchronization source.
Each UE may have multiple physical-layer sidelink synchronization
identities (IDs). A predetermined number (e.g., 336) of physical
layer sidelink synchronization identities are defined for
sidelink.
A sidelink synchronization signal includes a primary sidelink
synchronization signal (PSSS) and a secondary sidelink
synchronization signal (SSSS).
Before transmitting a sidelink synchronization signal, a UE may
discover a sidelink synchronization source. Furthermore, when the
sidelink synchronization source is discovered, the UE may obtain
time-frequency synchronization through the received sidelink
synchronization signal from the discovered sidelink synchronization
source. Furthermore, the corresponding UE may transmit a sidelink
synchronization signal.
Furthermore, a channel for delivering system information used for
communication between UEs and synchronization-related information
along with synchronization may be necessary. The channel may be
referred to as a physical sidelink broadcast channel (PSBCH).
V2X communication includes communication between a vehicle and all
entities, such as vehicle-to-vehicle (V2V) referring to
communication between vehicles, vehicle to infrastructure (V2I)
referring to communication between a vehicle and an eNB or road
side unit (RSU), vehicle-to-pedestrian (V2P) referring to
communication between a vehicle and a UE owned by an individual
(pedestrian, bicycler, vehicle driver, or passenger), and V2N
(vehicle-to-network).
V2X communication may have the same meaning as V2X sidelink or NR
V2X or have a broader meaning than V2X sidelink or NR V2X.
V2X communication may be applicable to various services such as
forward collision warning, an automatic parking system, cooperative
adaptive cruise control (CACC), control loss warning, traffic queue
warning, safety warning for vulnerable road users, emergency
vehicle alarm, speed warning to a vehicle traveling on a curved
road, and traffic flow control.
V2X communication may be provided via a PC5 interface and/or Uu
interface. In this case, a wireless communication system supporting
V2X communication may include specific network entities for
supporting communication between the vehicle and all entities. For
example, the network entity may be a BS (eNB), a road side unit
(RSU), a UE, or an application server (e.g., traffic safety
server).
Furthermore, a UE performing V2X communication may mean a vehicle
UE (V-UE), a pedestrian UE, an RSU of BS type (eNB type), an RSU of
UE type, or a robot equipped with a communication module, as well
as a typical handheld UE.
V2X communication may be performed directly between UEs or through
the network entity(s). V2X operation modes may be classified
according to the method of performing V2X communication.
V2X communication is required to support pseudonymity and privacy
of a UE using a V2X application so that no operator or third party
can track a UE identity in a region where V2X is supported.
Terms used in V2X communication are defined as follows. RSU (road
side unit): An RSU is a V2X service-capable apparatus capable of
transmission and reception to and from a moving vehicle using V2I
service. Furthermore, the RSU is a fixed infrastructure entity
supporting a V2X application, and may exchange messages with other
entities supporting a V2X application. The RSU is a term frequently
used in the existing ITS specification. The reason why the term is
introduced into 3GPP specification is for enabling the document to
be read more easily in the ITS industry. The RSU is a logical
entity that combines V2X application logic with the function of a
BS (called BS-type RSU) or a UE (called UE-type RSU). V2I Service:
A type of V2X service. It is an entity whose one side belongs to a
vehicle and the other side belongs to infrastructure. V2P Service:
A type of V2X service type in which one side is a vehicle and the
other side is a device carried by an individual (e.g., a portable
device carried by a pedestrian, bicycler, driver, or follow
passenger). V2X Service: A 3GPP communication service type in which
a transmission or reception device is related to a vehicle. V2X
enabled UE: A UE supporting V2X service. V2V Service: A type of V2X
service in which both sides of communication are vehicles. V2V
communication range: A direct communication range between two
vehicles participating in V2V service.
As described above, there are four types of V2X applications called
vehicle-to-everything (V2X): (1) vehicle-to-vehicle (V2V), (2)
vehicle-to-infrastructure (V2I), (3) vehicle-to-network (V2N), and
(4) vehicle-to-pedestrian (V2P).
FIG. 16 illustrates the types of V2X applications.
The four types of a V2X application may use "co-operative
awareness" providing more intelligent service for the final user.
This means that entities, such as a vehicle, a roadside
infrastructure, an application server, and a pedestrian, can
collect knowledge about their corresponding regional environment
(e.g., information received from other adjacent vehicles or sensor
devices) so that the entities can process and share the
corresponding knowledge in order to provide more intelligent
information, such as a cooperative collision warning or autonomous
driving.
These intelligent transportation services and the associated
message sets are defined in automotive SDOs (Standards Developing
Organizations) outside 3GPP.
Three basic classes of applications for providing ITS services:
road safety, traffic efficiency, and other applications may be
found in, for example, ETSI TR 102 638 V1.1.1: "Intelligent
Transport Systems (ITS); Vehicular Communications; Basic Set of
Applications; Definitions."
A radio protocol architecture for a user plane for V2X
communication and a radio protocol architecture for a control plane
for V2X communication may be basically identical to a protocol
stack structure for sidelink (see FIG. 38). The radio protocol
architecture for the user plane may include a PDCP (Packet Data
Convergence Protocol), RLC (Radio Link Control), MAC (Medium Access
Control), and a physical layer, and the radio protocol architecture
for the control plane may include RRC (radio resource control),
RLC, MAC, and a physical layer. A more detailed description of the
protocol stack for V2X communication will be given with reference
to 3GPP TS 23.303, 3GPP TS 23, 285, 3GPP TS 24.386, etc.
In the following description, the vehicle control device 400 is a
separate device provided in the vehicle 700, and may exchange
necessary information through data communication. The vehicle
control device 400 may include at least some of the units of the
vehicle 700. The vehicle control device 400 may be referred to as a
control device 400, a driving assistance device 400, a vehicle
driving assistance device 400, or an assistance device 400.
Alternatively, at least some of the units of the vehicle control
device 400 may be a unit(s) of the vehicle 700 or of another device
mounted in the vehicle 700. Such external units may be understood
as being included in the vehicle control device 400 by transmitting
and receiving data through an interface unit of the vehicle control
device 400.
FIGS. 17 to 19 are views showing an embodiment in which service use
information is moved as a passenger moves.
Referring to FIG. 17, a processor may detect a passenger sitting in
a first seat (S5810). The processor may detect, through the camera
460 for capturing the inside of the vehicle, that a passenger is
sitting in the first seat. Alternatively, the processor may detect,
through a pressure sensor installed in the first seat, that a
passenger is sitting in the first seat. The pressure sensor may
detect a pressure exerted by the weight of the passenger when the
passenger seats himself or herself. Alternatively, the processor
may detect, through a weight sensor installed in the first seat,
that a passenger is sitting in the first seat. When a passenger
sits in the first seat, the weight sensor may detect the
passenger's weight. Alternatively, the processor may detect,
through a sensor installed on a safety belt at the first seat, that
the passenger is sitting in the first seat. The sensor installed on
the safety belt may detect that the safety belt is fastened.
The processor may store service use information generated after a
passenger sits in the first seat, in a first memory corresponding
to the first seat (S5820). The first memory may be part of the
memory 440. The first memory may be installed in the first
seat.
The service use information may include at least one of the
following: the passenger's profile, the location where the
passenger gets in the vehicle, the location where the passenger
gets out of the vehicle, the movement path, the history of seat
adjustments for the first seat, the history of service use inside
the vehicle, the history of product purchases inside the vehicle,
the history of payments for paid services, and the history of use
of a device installed in the first seat. The device installed in
the first seat may be at least one of a display device, an audio
output device, an input device, or a product sales device.
After the passenger sits in the first seat, the processor may
detect that the passenger is leaving the first seat (S5830). The
processor may detect, through the camera 460 for capturing the
inside of the vehicle, that the passenger has left the first seat.
Alternatively, the processor may detect, through the pressure
sensor installed in the first seat, that the passenger has left the
first seat. The pressure sensor may detect a change in pressure due
to the passenger's weight when the passenger has left the seat.
Alternatively, the processor may detect, through the weight sensor
installed in the first seat, that the passenger has left the first
seat. When the passenger leaves the first seat, the weight sensor
may detect a change in the weight exerted on the first seat.
Alternatively, the processor may detect, through the sensor
installed on the safety belt of the first seat, that the passenger
has left the first seat. The processor may detect that the safety
belt is unfastened.
After the passenger leaves the first seat, the processor may detect
the passenger sitting in a second seat (S5840). The processor may
detect, through the camera 460 for capturing the inside of the
vehicle, that the passenger is sitting in the second seat.
Alternatively, the processor may detect, through a pressure sensor
installed in the second seat, that the passenger is sitting in the
second seat. The pressure sensor may detect a pressure exerted by
the weight of the passenger when the passenger seats himself or
herself. Alternatively, the processor may detect, through a weight
sensor installed in the second seat, that a passenger is sitting in
the second seat. When a passenger sits in the second seat, the
weight sensor may detect the passenger's weight. Alternatively, the
processor may detect, through a sensor installed on a safety belt
at the second seat, that the passenger is sitting in the second
seat. The sensor installed on the safety belt may detect that the
safety belt is fastened.
The processor may move the service use information from the first
memory to a second memory corresponding to the second seat and
store it in the second memory (S5850). The second memory may be
part of the memory 440. The second memory may be installed in the
second seat.
The service use information may be updated and stored as the
passenger uses a service.
Once the service use information is moved to and stored in the
second memory, the processor may change the settings of the second
seat based on the service use information. For example, the
processor may apply a service the passenger purchased in the first
seat to the second seat. For example, the processor may store a
payment the passenger made in the second seat, subsequently to a
payment the passenger made in the first seat.
Referring to FIG. 18, the vehicle 700 may drive autonomously.
Driving modes of the vehicle 700 may include a manual driving mode,
a semi-autonomous driving mode, an autonomous driving mode, etc.
The manual driving mode may mean that the vehicle 700 is driven by
the driver's operation. The autonomous driving mode may mean that
the vehicle 700 is driven without the driver's operation. The
autonomous driving mode also may be referred to as an automated
driving mode. The semi-autonomous driving mode may mean that part
of the driving of the vehicle 700 is done by the driver's operation
and the rest of the driving of the vehicle 700 is done without the
driver's operation. Alternatively, the processor 470 may control
the driving of the vehicle 700 taking control of itself. The
control of driving may include at least one among steering control
of the vehicle 700, acceleration control of the vehicle 700, brake
control of the vehicle 700, light control of the vehicle 700, and
wiper control of the vehicle 700. Once a passenger takes over
control of driving, the driving mode of the vehicle 700 may be
changed to the semi-autonomous driving mode or the manual driving
mode.
The processor 470 may receive reserved input information from a
passenger before the passenger gets in the vehicle 700. The
passenger may enter reserved input information in the mobile
terminal 600, and the processor 470 may receive the reserved input
information from the mobile terminal 600.
The reserved input information may include at least one of the
following: whether the passenger consents to take over control of
driving, whether the passenger has a driver's license, whether the
passenger is drunk, the passenger's driving experience, seat choice
information, travel time, the time the passenger gets in the
vehicle, the time the passenger gets out of the vehicle, the
location where the passenger gets in the vehicle, and the location
where the passenger gets out of the vehicle.
Referring to FIG. 19, forward-facing seats 901 and backward-facing
seats 920 may be installed relative to the direction (md) of travel
of the vehicle 700. For convenience of explanation, the following
description will be given on the assumption that the direction (md)
of travel of the vehicle 700 is forward and the opposite direction
to the direction (md) of travel of the vehicle 700 is backward. The
controller 483 may be installed on every seat 901a, 901b, 902a, and
902b. A plurality of displays 481 and 482 may be provided, and may
be installed on the front and back of the vehicle 700,
respectively. The front display 481 may be installed ahead of the
backward-facing seats 902, and the back display 482 may be
installed behind the forward-facing seats 901. The displays 481 and
482 may be moved or slid vertically. The front display 481 may
display an image toward the back, and the back display 482 may
display an image toward the front.
A passenger 950 may move to another seat within the vehicle. For
example, the passenger 950 may move from the forward-facing seat
901b to the backward-facing seat 902b. The processor may detect
that the passenger 950 has moved to another seat, through at least
one of the camera 460 for capturing the inside of the vehicle, a
pressure sensor installed in the seat, a seat-occupancy sensor
installed in the seat, and a sensor installed on a safety belt
installed in the seat.
FIGS. 20 to 22 are views showing an embodiment in which a plurality
of passengers move to other seats.
Referring to FIG. 20, a plurality of passengers may get into the
vehicle, and the plurality of passengers may move to other seats.
The processor may detect that a plurality of passengers have left
their seat, through at least one of the camera 460 for capturing
the inside of the vehicle, a pressure sensor installed in the seat,
a seat-occupancy sensor installed in the seat, and a sensor
installed on a safety belt installed in the seat.
Referring to FIG. 21, the processor may detect or track the
movement of a plurality of passengers through the camera 460 for
capturing the inside of the vehicle.
Referring to FIG. 22, a passenger 951 may move from the first seat
901b to the second seat 902b. The processor may detect, through the
camera 460 for capturing the inside of the vehicle, that the
passenger 951 has moved from the first seat 901b to the second seat
902b. A passenger 952 may move from the third seat 902a to the
first seat 901b. The processor may detect, through the camera 460
for capturing the inside of the vehicle, that the passenger 952 has
moved from the third seat 902a to the first seat 901b.
If the movement of a passenger is not detected or tracked in a
process in which a passenger or a plurality of passengers move to
other seats, the processor may perform passenger authentication to
recognize a passenger in the seat to which the passenger has moved.
The passenger authentication may be performed through a device
installed in the seat. Alternatively, the passenger authentication
may be performed through the front display 481. Alternatively, the
passenger authentication may be performed through a mobile terminal
the passenger carries. Through the passenger authentication, the
processor may detect which seats the passenger has moved
between.
FIGS. 23 and 24 are views showing an embodiment in which a
passenger is informed about the risk of leaving their seat based on
dangerous areas.
Referring to FIG. 23, the processor may extract a dangerous area
based on the vehicle's driving status or the vehicle's driving
route (S6410). The dangerous area based on the vehicle's driving
status may include at least one of the following: when the
vehicle's speed is above a given value, when the vehicle's turn
angle, yaw angle, steering wheel angle, or steering angle is above
a given value, when the vehicle's pitch is above a given value, and
the vehicle's roll angle is above a given value. The dangerous area
based on the vehicle's driving route may include at least one of
the following: an area with a speed bump on the vehicle's driving
route, an area with an uneven surface, an area with a sharp curve,
and an area where the speed limit suddenly changes.
The processor may sense the passenger's intention of leaving the
seat, through at least one through at least one of the camera 460
for capturing the inside of the vehicle, a pressure sensor
installed in the seat, a seat-occupancy sensor installed in the
seat, and a sensor installed on a safety belt installed in the seat
(S6420). For example, if the passenger is detected bending his or
her upper body forward to more than a given angle through the
camera 460, the processor may detect that the passenger is about to
leave the seat. For example, if the distribution of pressure on the
seat is detected as having changed to a predetermined state or the
pressure level drops to below a given value through the pressure
sensor or seat-occupancy sensor, the processor may detect that the
passenger is about to leave the seat. For example, if the safety
belt is unfastened, the processor may detect that the passenger is
about to leave the seat.
Upon sensing the passenger's intention of leaving the first seat,
the processor may determine whether the vehicle has entered the
dangerous area (S6430). If it is determined that the vehicle has
entered the dangerous area, the processor may output an alarm
indicating that leaving the seat is dangerous (S6440). The alarm
may be outputted through the displays 481 and 482 inside the
vehicle or a device installed on the seat.
Referring to FIG. 24, upon detecting the vehicle entering a
dangerous area and sensing the passenger's intention of leaving the
seat, the processor may output an alarm. The alarm may be displayed
on the front display 481. The front display 481 may output an image
indicating that leaving the seat is dangerous.
FIGS. 25 and 26 are views showing an embodiment in which the
processor performs control after a passenger leaves the seat.
Referring to FIG. 25, upon detecting that the passenger has left
the first seat, the processor may keep the passenger's service use
information in the first memory until the passenger is detected
sitting in the second seat after leaving the first seat
(S6610).
Upon detecting that the passenger has left the first seat, the
processor may control the vehicle's driving status according to
preset criteria (S6620). For example, the processor may control the
vehicle to avoid a large change in the vehicle's driving status
through control of at least one of the vehicle's speed,
acceleration, steering angle, or brake, in order to prevent the
passenger from falling after leaving the first seat.
Upon detecting that the passenger has left the first seat and
getting closer to the third seat reserved for use by another
person, the processor may output an alarm indicating that the third
seat is not available (S6630). The alarm may be outputted through
the displays 481 and 482 inside the vehicle or a device installed
in the seat.
Referring to FIG. 26, a passenger 953 may move closer to the seat
901a reserved by another person. In this case, the processor may
display an alarm through the back display 482. The back display 482
may display an image indicating that the seat is reserved and
unavailable.
FIGS. 27 to 29 are views showing an embodiment in which the first
passenger who has left the first seat sits in the second seat where
the second passenger is present.
Referring to FIG. 27, the processor may detect that a passenger who
has left the first seat is sitting in the second seat (S6810). The
processor may detect that the passenger has moved to the second
seat, through at least one of the camera 460 for capturing the
inside of the vehicle, a pressure sensor installed in the seat, a
seat-occupancy sensor installed in the seat, and a sensor installed
on a safety belt installed in the seat.
Before the passenger who has left the first seat sits in the second
seat, the processor may determine whether there was a passenger who
is already sitting in the second seat (S6820). The processor may
detect a passenger who is already sitting in the second seat,
through at least one of the camera 460 for capturing the inside of
the vehicle, a pressure sensor installed in the seat, a
seat-occupancy sensor installed in the seat, or a sensor installed
on a safety belt installed in the seat.
Upon detecting a passenger who is already sitting in the second
seat, the processor may store and keep service use information
generated while the passenger was sitting in the first seat, in a
first memory corresponding to the first seat (S6830).
Upon detecting no passenger who is already sitting in the second
seat, the processor may store and keep service use information
generated while the passenger was sitting in the first seat, in a
second memory corresponding to the second seat (S6840). In this
case, the processor may store and keep the service use information
in the first memory corresponding to the first seat until detecting
that the passenger has sat in the second seat.
Referring to FIGS. 28 and 29, a first passenger 955 may sit in the
first seat 901a, and a second passenger 954 may sit in the second
seat 901b. For example, the first passenger 955 may be an infant or
child, and the second passenger 954 may be the infant or child's
guardian. The second passenger 954 may move the first passenger 955
to the second seat 901b. For example, the first passenger 955 may
be sat on the second passenger 954's lap or held in the second
passenger 954's arms.
In this case, the processor may determine that the first passenger
955 has moved temporarily to the second seat 901b. The processor
may store and keep service use information generated while the
first passenger 955 is sitting in the first seat 901a, in the first
memory corresponding to the first seat 901a.
FIGS. 30 to 32 are views showing an embodiment in which, even if a
passenger is detected as having left the seat, the service use
information is stored and kept in a memory in the seat.
Referring to FIG. 30, a first passenger 957 may change his or her
posture, lean on the second passenger 956, or lie on his or her
side while sitting in the first seat 901a. In this case, the
processor may determine that the first passenger 957 is about to
leave the first seat 901a, through a weight sensor, a pressure
sensor, a seat-occupancy sensor, or a sensor installed on the
safety belt. When the first passenger 957's intention of leaving
the first seat 901a is sensed but the first passenger 957 does not
leave the first seat 901a for a given period of time, the process
may store and keep the first passenger's service use information in
a first memory corresponding to the first seat 901a.
Referring to FIG. 31, a passenger 958 may leave the seat 901a and
lean or sit on a sidewall in the vehicle. The sidewall inside the
vehicle may not be detected as a seat. When the passenger 958 is
detected as having left the seat 901a but the passenger 958 does
not sit in another seat for a given period of time, the processor
may store and keep the passenger 958's service use information in
the memory corresponding to the seat 901a.
Referring to FIG. 32, a passenger 959 may leave the seat 901a and
stand in the vehicle. When the passenger 959 is detected as having
left the seat 901a but the passenger 959 does not sit in another
seat for a given period of time, the processor may store and keep
the passenger 959's service use information in the memory
corresponding to the seat 901a.
An exemplary embodiment of the present invention provides a vehicle
control method, which is a method for controlling a vehicle by
associating a seat a passenger in the vehicle is sitting in with
the passenger's service use information, the vehicle control method
including: detecting the passenger sitting in a first seat; storing
the service use information generated after the passenger sits in
the first seat in a first memory corresponding to the first seat;
detecting the passenger leaving the first seat after the passenger
sits in the first seat; detecting the passenger sitting in a second
seat after the passenger leaves the first seat; and moving the
service use information from the first memory to a second memory
corresponding to the second seat and storing the same in the second
memory, wherein the service use information includes information
that is stored in the first memory until the passenger leaves the
first seat after sitting in the first seat.
The detecting of the passenger sitting in the first seat may be
performed through at least one of a camera for capturing the inside
of the camera, a pressure sensor installed in the first seat, a
weight sensor installed in the first seat, and a sensor installed
on a safety belt installed in the seat.
The service use information may include at least one of the
following: the passenger's profile, the location where the
passenger gets in the vehicle, the location where the passenger
gets out of the vehicle, the movement path, the history of seat
adjustments for the first seat, the history of service use inside
the vehicle, the history of product purchases inside the vehicle,
the history of payments for paid services, and the history of use
of a device installed in the first seat.
The service use information may be updated and stored as the
passenger uses a service.
The vehicle control method may further include: extracting a
dangerous area based on the vehicle's driving status or the
vehicle's driving route; and upon detecting that the passenger has
left the first seat and the vehicle has entered the dangerous area,
outputting an alarm indicating that leaving the seat is
dangerous.
The vehicle control method may further include, upon detecting that
the passenger has left the first seat, controlling the vehicle's
driving status according to preset criteria
The preset criteria may include at least one of the vehicle's speed
control, the vehicle's acceleration control, and the vehicle's
brake control.
In the vehicle control method, the detecting of the passenger
sitting in a second seat after the passenger leaves the first seat
may further include performing authentication to ensure that the
passenger sitting in the second seat is the same passenger who has
left the first seat.
The authentication may be performed through at least one of the
camera for capturing the inside of the vehicle, a display device
installed on the second seat, and a mobile terminal.
The vehicle control method may further include changing the
settings of the second seat based on the service use
information.
The vehicle control method may further include, upon detecting that
the passenger has left the first seat and is getting closer to a
third seat reserved for use by another person, outputting an alarm
indicating that the third seat is not available.
The vehicle control method may further include, upon detecting a
passenger who is already sitting in the second seat and detecting
that the passenger who has left the first seat is sitting in the
second seat, keeping the service use information in the first
memory.
The vehicle control method may further include, after detecting
that the passenger has left the first seat, keeping the service use
information in the first memory until the passenger is detected
sitting in the second seat.
The vehicle control device according to the foregoing exemplary
embodiment may enhance passengers' convenience. The vehicle control
device according to the foregoing exemplary embodiment may be used
during autonomous driving or semi-autonomous driving of a
vehicle.
The features, structures, and effects described in the above
embodiments are included in at least one embodiment of the present
invention, and are not necessarily limited to only one embodiment.
Moreover, the features, structures, and effects described in the
embodiments may also be combined or modified to be carried out in
other embodiments by those skilled in the art to which the
embodiments pertain. Thus, the contents related to the combination
and modification shall be construed to be included in the scope of
the present invention.
Further, although the embodiments have been mainly described until
now, they are just exemplary and do not limit the present
invention. Thus, those skilled in the art to which the present
invention pertains will know that various modifications and
applications which have not been exemplified may be carried out
within a range which does not deviate from the essential
characteristics of the embodiments. For example, the constituent
elements described in detail in the exemplary embodiments can be
modified to be carried out. Further, the differences related to
such modifications and applications shall be construed to be
included in the scope of the present invention specified in the
attached claims.
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